Internal-combustion engine



Oct. 29, l946.- w. H. MclNTuRFF 2,410,095

y INTERNAL-COMBUSTION ENGINE C Filed -July 20, 1942 3 Sheets-Sheet 1 A l l 26 Figi. 26' 7T- l I I i- 7 I Il 2l o I 20 2Q' o 1 22 22' i 25 E 19 11 A.25' r 94 J5 O 15 5 d 160? Y l j, 12- l@ f4 ..75 v l 17 4.lr-cl o Q Q O o o i rif Y 41 Z if if, f 9 r C59' l A l@ ct. 29, 1946. w. H. MHNTURFF 2,410,095

INTERNAL-COMBUSTION ENGINE Filed July 2o, 1942 s sheets-sheet s l. Il i'j; v

) g 1l s 45 EnH/msn'a 22 f/"f Z5, coMPREssxoN INVENTR wil/fam H. Mmfmjf BY /z @44 ATTORNEYS Patented Oct. 29, 1946 2,410,095 INTERNAL-COMBUSTION ENGINE William H. McInturff, Warrington, Fla.

Application July 20, 1942, Serial No. 451,655

(Granted under the act of March 3, 1883, as amended April 30, 1928; 370 0. G. '757) 2 Claims.

The invention described herein may be manufactured and used by or for the Government for governmental purposes, without payment to me of any royalty thereon.

This invention relates to internal combustion engines, and the primary object thereof is to provide an internal combustion engine of such construction that a minimum amount of fuel is consumed in obtaining the., maximum amount of power therefrom.

Another object of ,the invention is to provide means in connection with an internal combustion engine whereby the pistons are given a plurality of working and compression strokes in the cylinders for each revolution of the crankshaft, thus producing more power on a lesser number of pistons and cylinders and resulting in the reduction of the amount of fuel consumed by the engine.

Another object of the invention is to provide means for connecting the pistons of a multicylinder internal combustion engine to a single crank on the crank shaft thereof in such a manner as to impart a continuous rotary motion to the shaft and to provide means for actuating the respective intake valves of the cylinders by a single cam mounted on the main shaft and the K respective exhaust valves of the cylinders by a whereby an economy in power is eifected in compressing the charge.

V Another object of the invention is to provide vconnecting means between a crankshaft and the reciprocating pistons of an internal combustion enginewhich will eliminate side thrust of the pistons in the cylinders Vand will reduce the com'- monlyl called slap and push of the pistons to a minimum. .Another object of the invention is to provide connecting means includingfa driving rod between asingle crank on the crankshaft and piston`rods -for the pistons of a multi-cylinder engine whereby fthe pistons are run in the cylinv kdersrat doublethe speed of the crankshaft, there'- jby insuringmore steady power, also giving an impulse at the upper and lower operative positions of the single crank on the crankshaft which ltends tobalance the torque for producing a more -equal distribution of vibrations and eliminating the line 1--1 of Fig. 1.

2 the necessity of using the conventional camshaft on the engine.

Heretofore the pistons on internal combustion engines were caused to have only one working and compression stroke for each revolution` of the crankshaft, resulting in the use of the maximum amount of fuel in running the engine.

It istherefore the aim and purpose of this invention to provide connecting means between the crankshaft of an internal combustion engine and the pistons for producing a plurality of working and compression strokes in the cylinders for each revolution of the crankshaft, thus providing more power on a lesser number of pistons and cylinders resulting in a great saving of fuel for running the engine.

With the above and other objects and advantages in View, the invention consists of certain features of construction and arrangement of the several parts to be hereinafter fully described and illustrated in the accompanying drawings in v which- Fig. 1 is a transverse sectional elevation of the improved multi-cylinder internal combustion engine;

Fig. 2 is a longitudinal sectional elevation thereof taken on the line 2-2 of Fig. 1;

Fig. 3 is a diagrammatic representation of the single crank on the crankshaft being at the top dead center and illustrating the elements comprising the invention shown in operative positions for causing one of the pistons to have a suction stroke in a cylinder while another of the pistons has an expansion or power stroke in another cylinder;

Fig. 4 is a diagrammatic representation of the crank on the crankshaft actuated with the elements shown in operative positions for causing the pistons to have a compression and an exhaust stroke respectively;

Fig. 5 is a diagrammatic representation of the crank actuated with the elements shown in operative positions for causing the pistons to have a power and suction stroke respectively;

Fig. 6 is adiagrammatic representation of the crank actuated 270 with the elements shown in operative positions forl causing the pistons to have an exhaust and compression stroke respectively;

Fig. '7 is a horizontal sectional view taken on Referring more specically to the drawings, the improved internal combustion engine indicated generally by A comprises a crankshaft l supported on Ibearings 2 on the upper ends of standards 3 which are suitably mounted on the base 4 of the crank case or housing 5 of the engine. One end of the crankshaft i is supported in a bearing 5 and extends through one side of the crank case 5 for supmrting a ily wheel 1. A single crank S having co-unterweights 9 thereon isprovided on the crankshaft i intermediate its ends. The

lower end of a driving rod I6 is pivotally con' a pair of -bell cranks or angleflevers l5 and I5` respectively, one of each of which bell cranks is mounted on opposite sidesof the driving rod IG and guideway i2. The bell cranks I5 ,and I5 are pivotaliy mounted at I5 and I6 to'rock on a `pair of brackets il and I E respectively, suitably mounted on a supporting frame IB positioned within a casing i9 on the upper end. of which the cylinder blocks 2c and 2t' are mounted. The cylinder 2i kof the .cylinder blockZiiis provided with a suitable piston 22 that is adapted to reciprocate therein, whichpiston 22 is connected to yone end of the piston rod 23, the opposite end of said piston rod 23 loeingpivotally connected at 256 to the outer end of the bell crank i5. The cylinder 2| of the cylinder block 2Q' is provided with a piston 22' having one end of thepiston rod 23' connected thereto,with the other end of said rod 23' being pivotally connected at 'lili' to the outer lower end of the bell crank 'I5'.

The cylinder block 23 is provided with a water jacket 25 for cooling the cylinder 'l vand has a cylinder head '26 containing an intake valve chamber Z'a' and an exhaust valve chamber 28 therein, and the cylinder block 2Q' is also provided with a water jacket '25 for .cooling the cylinder 2i and has a cylinder head 2t containing an intake valve chamber 2l and an exhaust valve chamber 2,8' therein. The intake valve chamber 2l of the cylinder heajd '25 is connected in coinmunication with Vthe upper endof the cylinder 2l through an open port 29 and through an intake valve 3G seated therein, with the intake port 3l of the engine connected to any suitable source offuel supply (not shown) for supplying charges of fuel to the cylinder ZI, and the exhaust valve chamber 28 is connected in communication with the upper end of the cylinder 2| throughan open port 32and through an exhaust valve 33 Vseated therein with the exhaust port 34 of the engine.

The intake valve chamber 2l' of the cylinder head 23' on the cylinder blockZIl is connected in communication with the upper end of the cylinder 2 I through an openport 29' andthrough an intake valve 33 seated therein with the intake port 3l connected to any suitable source of fuel supply (not-shown) for supplying charges 0f fuel to the cylinder ZI and the exhaust valve chamber .28 is connected in communication with the upper end or" the cylinder 2i' through an open port 32 and through an exhaust valve 33' seated therein with an exhaust port .34' of the engine. Separate means in the form of spark plugs 35 and 35', in connection with asuitable ignition device (not shown) for igniting the explosive charge in the cylinders `2i and'ZI of the cylinder blocks 2Q and Ztl', respectively. are provided. The intake and exhaust valves 39 and 33, respectively, of thev l 4 cylinder b-lock 2G and the intake and exhaust valves 3% and S3', respectively, of the cylinder block til are of the usual construction employed in engines of this kind, with the intake valves Sil and 3Q being disposed on one side of the cyl- ,inders v2i `and 2i' respectively, andthe exhaust valves '33 and 35i' being disposed at'the opposite side of the cylinders.

The intake valves 3@ and et for the cylinders 2i and 2i', respectively, are operated by means the form of a pair of levers 3e and 35', pivot-ed together by` a pin 3l mounted on a bracket 38 'suitably secured to the lower surface of the frame i3. rThe pair of .levers 3o and 36' comprises arms 33 and 39' and legs lill and l' which arms 39 and 39 extend in diametrically opposite directions from each other from the pivot pin 3l' and bea-r at their outer ends against the lower ends of the rods and l that operate the intake valves Se and 3%', respectively, against the action ci the springs 2, and the legsi vand iii extend downwardly'fiom the pivot pin 3l, with the lower free ends is and 43 of the legs being bent and extending in opposed relatonto each other vfor engaging with a single cam lill xedly mounted 'on the crankshaft l adjacent to one side of the single crank 8.

The exhaust valves 33 vand 33' of :the icylinders 2i 2l', respectively, are similarly operated by means in the form of ,a pair of levers fiiland 45 pivoted together by a` pin 3l' `mounted on a bracket 353 suitably secured tothe lower surface of the frame i8. The `pairs of levers "d5 and 45 comprises arms d6 and lili and legs il and ill', which arms Si and 156 extend substantially horizontally outwardly from the pin 3l' in diametrically opposite directions from each other and bear at their outer ends against the lower ends 0f the rods d8 and 48' that operate the vexhaust valves 33 and 33', respectively, against the action of the springs d2', andthe legs '61 and All" extend 'downwardly from the pivot'pin 37 with the lower free ends iii andfi' of the legs being bent and extending in opposed relation to each Iother for engaging with a single cam 'MI' iixedly mounted on the crankshaft l adjacent to the other side of the single crank S on the crankshaft i. The cam lid has a lobe 5i! thereon which extends outwardly therefrom substantially from the lobe 5B on the cam lift for a purpose which will hereinafter appear.

In the operation of the improved internal cornbustion engine, assuming that the elements Comprising the invention are in the operative positions as indicated in Figs. 1, 2 and 3, with the crank shaft I driven in a clockwise direction as indicated by the arrow, and that the lobe 50 on the cam 44 for actuating the pairs of levers 3E and 36' which actuate the intake valves 30 and 38 on the cylinder blocks 20 and 2B', respectively, has been engaged by the lower end 43 on the leg 43 of the lever 36 whereby the lever is rocked on its pivot 3l, forcing the arm 39 upwardly and unseating the intake valve 30 through `.the Arod `SI against the action of the spring *'42, thereby .on the cam 46 for actuating the pair vof levers e5 and 45 which actuate the exhaust valves 33 4and 33', respectively, being moved outer-engagement with the lower ends 9 and 435.011 the legs Ail .and 4l thereof, whereby the exhaust valves "33 and 33' of the cylinder blocks 2l) and 2D', re-

speeuveiy, ere heid by their springe 42' in e seated Vposition on their respectiveexhaust ports 34 and 34. Also assuming that a charge of fuel lhas entered the cylinder 2I ofthe cylinder block 20' and has been ignited by the spark plug 35', whereby the piston 22 is caused to have a power stroke forcing the piston 22' downwardly in the cylinder, thus pushing the piston -23 against the outer lower end of the bell crank VI5' and rocking the bell crank outwardly on its pivot- I6', which causes the inner upper end of the bell crank I5 to be moved outwardly, pulling on the link I 3 pivoted to a guide element II, and moving 'the guide element downwardly in the guideway I2 whereby the driving rod IIB Ais pulled downwardly, rotating the single crank 8 which in turn rotates the crank shaft I. The inner end of the link I3 also pivoted to the guide element II is pulled downwardly which causes the outer end of the link I3 to push outwardly on the inner upper end of the bell crank I5. thereby rocking the bell crank I5 outwardly on its pivot IB which causes the outer lower end of the bell crank to be moved downwardly, thus pulling downwardly on the piston rod 23 and giving the piston 22 in the cylin.. der 2| an intake or suction stroke.

As the crankshaft I is rotated, the lobe 5I] on the cam 44 is gradually moved out of engagement with the lower end 43 on the leg 40 of the lever 35, thus causing the lever 36 to rock on its pivot 3'! and moving the outer end of the arm 38 of the lever downwardly, permitting the spring 42 to pull downwardly on the intake valve 30 for seating it on the intake port 3|. The lobe 5B' on the cam 44' for operating the pair of levers 45 and 45' which operate the exhaust valves 33 and 33', respectively, is then caused to gradually engage the lower end 49 on the leg 41' of the lever 45', whereby. the lever 4-5' is rocked on its pivot 31', moving the outer end of the arm 4B' upwardly which pushes up on the rod 48' to unseat the exhaust valve 33' from the exhaust port 34' as illustrated in Fig. 4.

Upon the single crank 8 having been rotated 90, the pistons 22 and 22 will have completed their downward stroke, with the links I3 and I3 of the toggle mechanism being in a straight line, whereby the piston 22 is in a position to have a compression stroke and the piston 22' is in a position to have an exhaust stroke as illustrated in Fig. 4. As the single crank 8 is further rotated the driving rod I Il will still further be pulled downwardly, pulling on the guide element II which causes the guide element to move downwardly in the guideway I2 and pulling downwardly on the inner ends of the links I3 and I3' pivoted to the guide element, whereby the outer ends of the links are caused to pull inwardly on the inner upper ends of the bell cranks I5 and I5' for rocking the bell cranks inwardly toward each other on their pivots I5 and I6', respectively. As the inner upper ends of the bell cranks are pulled inwardly, the outer ends thereof are caused to move upwardly, thereby causing the piston 22 to be given a compression stroke and the piston 22' to be given an exhaust stroke as illustrated in Fig. 4. The lobe 50 is then gradually moved from engagement with the lower end 49 on the leg 4'I' of the lever 45', and the spring 42' returns the exhaust valve 33' to its seated position on the exhaust port 34', pushing down on the piston rod 48 which in turn pushes down on the outer end of the arm 46 of the lever 45' and causes the lower end 49' of the leg 41 of the lever to engage with the circular portion of the cam 44'. Upon vlobe 50 onthe cam 44 is caused to gradually engage the lower end 43' on the leg 40' of the lever 36' which actuates the lever to raise the intake valve 30' whereby a charge of fuel is caused to enter the intake chamber 2'I' of the cylinder head 26 of the cylinder block 2B' through the intake port 3I' and to enter the upper end of the cylinder 22 through the open port 29'.

Upon the crank 8 being rotated 180",` the pistons 22 and 22 will have completed their compression and exhaust strokes and the charge of fuel in the cylinder 2| ywill be ignited by the spark plug 35 which causes the piston 22 to have a power stroke, thereby pushing down on the outer end of the bell crank I5 and rocking the bell crank outwardly on its pivot I6, pulling outwardly and downwardly on the outer end of the link I3. Upon the link I3 being pulled outwardly and downwardly, the inner end thereof, pivoted to the guide element I I, causes the guide element to pull upwardly on the drive rod I3 to rotate the single crank 8. The upward movement of the guide element rocks the bell crank I5' on the pivot I6' through the link I3 whereby the piston 22' is caused to have a suction stroke as illustrated in Fig. 5.

Upon the continual rotation of the crankshaft I, the lobe Sil' on the cam 44 gradually engages with the lower end 49 on the leg 4'I of the lever t5 for opening the exhaust valve 33, whereupon the products of combustion may leave the exhaust port 34. After the crank 8 has been rotated 27G, the pistons 22 and 22 will have completed their power and suction stroke and, upon further rotation of the crankshaft I, the piston 22 is given an exhaust stroke and the piston 22' is given a compression stroke as illustrated in Fig. 6.

By this construction, the driving rod I0 is the connecting link which transmits the power from the pistons 22 and 22' to the crankshaft I. lThe pistons 22 and 22 will .run double the speed of the crankshaft, insuring more steady power, also giving an impulse at the top and bottom operative positions of the crank 8, which has a tendency to balance the torque and to givea more equal distribution of vibrations. The leverage of the bell cranks I5 and I5', in conjunction with the speed of the pistons transmitted through the links i3 and I3' of the toggle mechanism and driving rod I0 to the crankshaft I, will produce more steady power on a lesser number of cylinders. The commonly called slap and push in this engine design occurs on the slide block II but when power is applied to the load, the pull of the links i3 and i3 is in the opposite direction of the slap and push whichever the case' may be, hence, the slap and push will be at a minimum. Through the medium of the pairs of levers, one cam operates both exhaust valves; likewise, the other cam operates both intake valves. So instead of having one cam for each valve in this case, one cam operates two valves for different cylinders.

It will thus be seen that there is herein provided a novel and eilicient form of internal combustion engine which is well adapted for all of the purposes indicated. Even though there has herein been shown and described an engine comprising two cylinders in which an explosion takes place above the pistons in one of each of the cylinders when the single crank on the crankshaft is at its bottom and top operative positions on each cycle of operation, which is equivalent to using four cylinders and pistons of the present day motor, it is nevertheless to be understood that cylinder engine.

7 six cylinders rvvith three cranksfat 120 apart with anwiirnpulse given thereto every 60?, which is equivlalentto twelve-cylinders vand pistons of the pres .entday moto-r may be used, or ten cylinders and pistons `with Jive cranks at 72 apart may be eroy-ed with an impulse given thereto every 36 ",f'iich is equivalent to a potential twenty Also fourteen cylinders and pistons with seven cranksat 513/7", with an impulse given thereto every Z55/7, which is equivalent to a potential `twenty-eight cylinder engine may 'be employed Without departing from the sniritnr scope of the invention.

Having described my invention, what I claim as'new and wished to secure by Letters latent is:

.,l. A pairV omernbers operable in a prearranged order, a rotary member, and means connected to be actuated by said pair of members and connectedto drive said rotary member, said means including a driving rod connected to said rotary 20 member, ia pair of pivotally `mounted bell crank Vlevers operable in opposed and unopposed relation, links connecting said levers with said driving rod, and rods connecting said levers with said pairof members.

2. A Vpair of members operable in a prearranged order, Va rotary -rnember including a crank, and meansconnected to be actuated 'by said pair of membersand connected to drive said rotary memberfsaid means including a driving rod connected 'to said cranlga pair of pivotally mounted bell lcrank levers operable in opposed and unopposed 

